Steam-engine



(No Model.) 4 F. P. OGILV-IE. 1 STEAM ENGINE.

No. 474,456. Patented May 10,1892.

l I I A l I l l I I l I I l IL WITNESSES:

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tended for a traction-engine.

NITED STATES PATENT OFFICE.

FRANK P. OGILVIE, OF METROPOLIS CITY, ILLINOIS.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 474,456, dated May 10,1892.

Application filed October 26, 1891. Serial No. 402,884. (No model.)

To all whom it may concern:

Be it known that I, FRANK P. OGILVIE, a citizen of the United States,residing at Metropolis City, in the county of Massac and State ofIllinois, have invented certain new and useful Improvements inSteam-Engines; and I do declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to-which it appertains to make and use the same, referencebeing had to the accompanying drawings, and to the figures of referencemarked thereon, which form a part of this-specification.

My invention consists in certain new and valuable improvements in steamengines, which will be hereinafter fully described and claimed.

Referring to the accompanying drawings, Figure 1 is aperspective viewillustrating my invention. Fig. 2 is a sectional detail view taken online a a of Fig. 1. Fig. 3 illustrates in detail the valvegearing.

The same numerals of reference indicate corresponding parts in all thefigures.

Referring to the several parts by their designating numerals, 1represents the boiler, the engine shown in the drawings being in At theside of the boiler is mounted, as shown, the steamcylinder 2, having theports 3 3 4 and exhausting through the heater into the smokestack. Thecross-head of the engine is connected by the pitman 5 with the wrist-pin6 of a drive-wheel 7, secured on one end of the shaft 8, which ismounted in bearings transversely above that end of the boiler, whileupon the other end of this shaft is secured a balance-wheel 9. At theside of the steamcylinder 2 is arranged the valve-chamber 10, the ports3 3 4: opening through the inner wall of this chamber, as shown, and thepassage of the steam through these ports is regulated by the cut-offvalve 11. This valve is mounted at its upper end upon the squared innerend of a short rocking shaft 12, upon the pro jecting outer end of whichis keyed or secured the slotted crank-bar 13. This bar is centrallysecured upon the end of the rocking shaft and has formed in its fiatouter face a central longitudinal groove 14 and a series of holes orapertures 15, preferably three on each side of its center, as shown.

in which the edge of the cam 16 fits and revolves. The cam-rod isflattened near its other end and is there provided with a pin 21,arranged to lit in any one of the series of apertures 15 of thecrank-bar 13. The Hattened end of the cam-rod passes under a guide-bail22, secured at its ends in the ends of the crank-bar, and is normallyheld with its pin 21 resting in one of the apertures 15 by the tensionof a spiral spring 23.

It will now be seen that as the transverse shaft 8 is revolved by theengine the cam 16 will be revolved with it, and as it turns in thecasing 18 18 on the end of the cam-rod will reciprocate the said rodback and forth, and as the pin 21 at the other end of the camrod isfitted in one of the apertures 15 of the crank-bar 13 the said crankwill be re=ciprocated, rocking the shaft 12, and thus reciprocating thevalve 11 on the inner end of said shaft back and forth over the ports 33 and 4, as will be clearly-seen.

From the foregoing description, taken in connection with theaccompanying drawings, the construction, operation, and advantages of myinvention will be readily understood. It will be seen that theshort-stroke cam (no cog-wheels or links being used to make theconnection) reduces the amount of lost motion to the minimum, a greatadvantage in engines of high speed; secondly, in order to reverse theengine it is only necessary to pull the end of the cam-rod outward,releasing the pin 21 from the hole 15 in which it is resting, and slideit down to one of the holes on the other side of the center of thecrank-bar l3; thirdly, the short motion of the rock-shaft and cut-offvalve gives the engine high speed, and the speed of the engine can beincreased or reduced by merely moving the cam-rod pin 21 to a hole 15farther from or nearer to the center of the crank-bar, while by movingthe pin to the center of the crank-bar the engine can be stopped. Thisshort motion of the rock-shaft does not cut or wear out the packing as along stroke.would.

Having thus described my invention, what I claim, and desire to secureby Letters Patent, is-

1. In an engine, the combination, with the steam-cylinder having theports 3 34, of the rocking shaft 12, having the valve 11 secured on itsinner end, the crank-bar 13, cent-rally secured on the outer end of saidshaft and formed with the series of apertures 15, the shaft 8, revolvedby the engine and having the cam 16, and the cam-rod 17, having the pin21 at its movable end, substantially as set forth.

2. In an engine, the combination, with the steam-cylinder having theports 3 3 4, of the rease rocking shaft 12, having the valve 11 securedon its inner end, the crank-bar 13, centrally secured on the outer endof said shaft and formed with the series of apertures 15, the shaft 8,revolved by the engine and having the cam 16, the cam-rod 17, having atone end the grooved annular casing 18 18 and having at its other end thepin 21, and the spiral spring 23, arranged to hold the pm of the cam-rodin engagement with the apertured crank-bar, substantially as set forth.

In testimony whereof I affix my signature in presence of two Witnesses.

FRANK P. OGILVIE. Witnesses:

JOHN W. BELYEW, R. N. SMITH, Jr.

